Cae-heating system



lm fz, '1923'.

Sam ,71711151 ORIG - yf. L Buss.` CAR HEA'rmc SYSTEM.' uw. F`| LED SEFT.'9, 1918,

. 3 SHEETS-SHEET l a' 'z5 KIP( 1,75*'

Jan. 2, 1923.

1,440,655 W. L. BLISS. u CAR HEM-maf SYSTEM. Omsnm. FILED SEPT. 9. 1918.

3 SHEETS-SHEET 2 W* L. BLISS. Y CAR HEAT Nc SYSTEM. ORIGINAL FILED SEPT.9. 1918.

Jan. 2, 1923.

3 SHEETS-SHEET 3 Patented Jan. 2, 1923.

"UNITED srArss lihlCE WILLIAM L. BLISS, or NIAc-AaA rALLs, New venir,Assis-Non ro VAPOR CAR HEATING COMPANY, INC., or YORK.

CHICAGO, HLLEOS, Il.` CORPORATION" OF NEW CAR-HEATING SYSTEM.

Original application led September 9, 1918, Serial No. 253,152. Dividedand this application filed. `February 23, lflf Serial No. 447,165.

To all vwhom it may concern:

Be it known that l, VILL'IAM L. Brass, a citizen of the United States,residing at Niagara Falls, in the county ot Niagara and State oit NewYork, have inventedy certain new and useful Improvements in Car-HeatingSystems, of whichthe following` isa specification. 1

l My` invention relates to aheating system intended primarily forrailway cars, and

more especially to a heating system employin steam as the heatingmedium.

hen railway cars'arenot service, and

hence are not connected with a locomotive,

it is customary during cold weather tolieep their heating systemssupplied with steam from a yardor terminal steam line in order toprevent freezing ot pipes and iittings containing water, and toolo'viate other damage to the car which would loe likely to result il?the cars were allowed to stand without' heatn No adequate arrangementshowever, have heretofore vbeen devised 'for regulating the quantity of'heat supplied to railway cars under these circumstances; and as a matterot'tact, the cars are usually heated. to high temperature when they areout ot service as when in service. `This is entirely rmnecesszflry and,involves a very great waste oi fuel.. .particularly since ras a rulerailway cars are unoccupied on the average tor more oit the time thanthey arev occupied. During periods when a car is not in service it isquite sufficient to fkeep the car at a tempera- L`give a margin ofsafety.

The primary object of the invention is to effect aneconomy in theheatingof rail vavcars hy providing certain controlling); devices lor arailway car heatingv system which become etlective without care orattention on the part ot' the trainmen as soon as the car isdisconnected from its locomotive., and which operate automatically toembodiment, inr

ture just enough aloovethe freezing point to prevent supply ot heatingrniediumto 'the tivev for that purpose, automatically, when thecar isconnected with the locomotive.

A; further Objectis to provide means whereby the high tei'nperaturecontrol may he substituted 'for the low temperature control hy a manualsetting ot the controlling apparatus at such times as the car yis notconnected with the .locomotive7 and is', there`` :tore7 normally subjectto the low temperature control; and further, to provide an arrangementwhereby this manual setting of the apparatus is nulliiied as soon as theconnection ot the car with-the locomotive is made. The purpose of thisfeature of the .controllingapparatus is to allow the temperature o't thecar to he brought up tothe im Wlei-Mure of occupancy at such tunes asthe live is connected to the train. It is the rsual practice in makingup trains at 'terminal stations. tor examplei to leringI the into thestation by means of a switch engine and to attach the locomotive whichis topull the train only a short time heitere the time ot departure.

The invention is illustrated, in a preferred the accompanyingdrawwherein his'. lis diagrammatic view yillustrating the controllingapparatus of my invention applied to a low pressure or vapor carheatino; systenfl. i

Q is a ftront view or a thermostat ted to he located so as to heresponsive to cnanges in temperature in the latmosphere within the car.

l is side elevationot the thermostat` Figi. e a rear elevation withcertain parts in section.'

'l .m to illustrate particular Ven the steam and au' train s standing;at a station hetore the locopes ot a car furnished with the heating carN which contains air under pressure at.

such times as the cars oit the train are connected.ivithnthe locomotive.Pipe B is. con.-

nected by suitable coiiplingsirbetiveerr the cai-s of the train and thesignal train pipes of the intervening; carsivi'tli signal train pipe. Bof" the forward can` 0. which is coupledibv eoiiplingfl, ivitlr the airsignal pipe oaths-locomotive. V designates the aiiwbriikettrain .pipe oncar Ng and IV the corresponding pipeY oncar Ofthe latter.` heine?coupledito the locomotive air: pipe, lll' of; coupling. represents theradiator ot theta-r Nil) the valve tor"- e'ont-rolling'the circulationot heating` medium through the radiatoriandflllthe vapor regulator. Thetiinctionofithe vapor regulator, it; `will be understood, is to throttleinflow otsteani to the radiatore-s soon' as steam begins to escapethrough ztheopeii'ou-tlet ofthe system so that by the balancing/5 ottheV vapor regulatoi. valve the car radiatoris-lrept lilled withstcama-t atmosphericrv pressure. This is the ordinary operationxoi avaporA regulator butiii the Ipresent system this operation is modil'iedby' the action ot thermostat:G-'located inl the car Ywhichunder,"certainv circumstances will bring' .about the closingotzvalve-D-so as toprevent'thecar temperature 'from exceed ing certainselectively determined maxima. H: anY air motory for closing; valve l).yJ is awsiinilary motor for opening.;` valve D." K is a pilot valveoperated electrically through'. the"iiistriineientality ofthe carthermostat G tor controlling the iloiv ot motive fluidl to motors Tl andil. L is a piperitor cond uct-ingr compressed air to pilot valveKtronianv suitable source ol4 supplyv siii'h :is thc air brake trainpipe V.

lntheembodinent ofthe inventioi-i herein shown. the lthermostat G inone. position brings aboutir control o'lifviilve Diivhich Willnniiiitain the car a' ir-siilinorina-l tempera^ ture. soy G AFahrenheit.that is to szir'v. when the ('iii is standing disconnectedtroni thelocomotivethe thermostat@ will l'iinotioiilo maints i n this relativel'llhe tlierniostatA hoivcver is ai a ,A set so that it will functiontti-maintain the car at anormal temiieratiii'e olfr tmciipainfv. torexample. at TU" Fahrenheit. as soon as tiife'locomotive is attached tothe train. This aigljiist-mentz or set-ting ot the' thermostattft-kesplaee throughapplication o'lt air pres sii-re to f Inova-.blepart ot thev thermostat mechanism,- the.-l air; pressure being; derivedfrom the-V signal line, preferably, which is fillediiithtwieeiessedQnfatteehmeeti Ot the locomotive to the train, llico the locomotive isdetached trom the train the pressure in the signalline disappears andvther mostat (tis reAset for the low temperature control. A limit switchM is provided which operated, bv movement ol1 the revoliihlc valvebodilv ot salve D for the purpose o making and breaking certainelectrical eirciiits, as ivill be hereinatte set forth.

The details ot the apparatus will now be described.v 10 is a pipeleading from the steam train line to the valve Chamber 11 ot the vaporregulator F. 12 is aI pipe'- leading trointhe loiv pressure side ofvalve chamberto chamber. 13 of valve D which latter is shown as afour-Way valveliaving a revoliible valve body comprising; an npri'ghtweb 1land. a dishy 15. A valve of this type is in common'` use inconnection With railwayY car heating apparatus and is shown in thepatent to Goldv No. 9255692 dated .lune 22', 1909, and need not be de-Icribedin all its details,

Assuming the valve to be open (dotted line position Fig. 1) the steamwill' pass 'troni chamber 13 into chamber 16 and then into the radiatorC. Yillater of condensation passes out of' the radiator C throughchainhei-s1?` and 1S ot valve D and. through pipe 19 to thetl'ieiniostat chaiiiber 2() of. the vapor regulator. rllhe vaporregulator is also in common use incur heating` systems. A' typical tornioi" the regulator is disclosed in the patent to Gold, No. QllZJTi7 datedNovember 3.- 1908.

Valve l) is close-{lb}7 turning)` valve bodyl 11 to the position shownin 'full lines in Fig'. lllhen this is donesteain trom pipe l?? l passesthrough chambers 13 and 18 and through pipe 19 to the thermostatchamber. The steam isr` therefore short oireiiited to theV thermostat otthe vapor regulator in sufficient quantities to keep the thermoiiviirii'i. ln the closed position of" the valve :idi'ainpoit 2l in dishlo re ters ivith a port Q2 in the lin-ittoni oi' the valve casing' i-ioiisto ope-n outlet troni the radiator for ii'atci' otl Condensation..

As L attei' of convenient diagrammatic lll) .illustration the rotatablevalve body 1+i is .shown :is provided ivith a pinion 29 ivliieh nh 4Withe. 'nach' 24. the cnilA olf ivliich tute piston rods For the. p 56, b"twe i'flosiiioj l openino Handv fl'. the cvlincers 211 55T@ ot connectedbi1 pipes 2&28 with ports ju the paging); Btl of pilt. VilVQ l@ portsF29" lead to chambers El, Ell" in casing-2N). ln these chambers arearranged poppet valves 3% 32a tooi'ierating with seats toi-'ined at theupper ends oit" the ports Q9', rlhe valves are connected` With arma :es34., 3 f? of a pair. ot electro-magnets 35, 35a. The polefpieces 36, 36aextend into Chambers. 8,1, 31% Compressed air from connected y J ]'iostsby flexible `wire connections 66, 66a. The revoluble member 14 `ot valveD is infioasae piyire l1 enters chambers 31., Ill@ through a duct 37 andbranch ducts 38, 38d.

The thern'iostatio mechanism' designated generally by tlieletter G ispreferably constructed as follows (Figs. .2, 3 and 4): 39 is a baseplate on which is'supported the member 4() subject to dr-ylioiinationthrough changes ofteinpeiature. Secured to this thermostatic member isAa contact arni 4l the lower end of which adapted'to inove between apair of contact screws 42, 42a eX- tending through studs 43, 43@L on'aplate 44 mounted for oscillation on the rpivot 45 on the back kot baseplate 397 the studs 43, 43a extending through an arcuate slot 46 in thebase plate. Set screws 47 may be provided for limiting the oscillatoryInove- Inents of plate `44. Fixed to the flange 48 ot the base plate isa cylinder 49 connected by pipe 50 with the air signal line B. A

.piston 5l is arranged in cylinder 49. The

piston is normally held against the end of the cylinder with which pipe50 is connected by neans of a coiled 'spring v52." The stein or pistonrod 53 of piston 51 engages an abutment y54 on the oscillating'plate 44.

To the outer end of piston rod 53 is secured a ineniber 55 (Fig. 6) theextremity of which is flat and has pivoted thereto the :forked end 56 ofa caniy lever'57 adapted to bear against the flange 4S of base plate 39.Preferably the lower edge 58 ol" the `osmillating'plate 44 is formed onthe are of a circle and is provided with teeth 59 adapted to engage theteeth oic a pinion 60 secured to a spindle 6l mounted in the base plateB9 and carrying a pointer 62 adapted to cooperate with scale graduations63 on the front face of the base plate. 64 is a bindingpost for theconductor connected with the thermostatic member 40, 41 and 65, 65 thebindin; posts for the conductors leading` from the contact studs 43,43a. Studs 43, 43L are with their respective binding shown as providedwitha lever 67 adapted to engage with abutineiits 68 68a on the'liinitswitch M for the purpose of moving the liinit switch alternately inopposite' directions. `The liniit switch is provided at opposite en(`with switch arin'sf69, 69H. i

rlhe wiring of the apparatus will be flescribed in connection with theficsw/zc of 079e7'ct0n..-Fig. l shows parts oi the controllingapgviaratus in the po.- sitions which they occupy when the cai isdisconnected. trom the locomotive, and at a temperature above theout-ot-service temperature. 50 llabrenheit7 tor` exanfiple7 the radiatorvalve D being closed(v Stef-ini train pipe il is7 however, receivingsteainiroin the yard or terminal steam supply line S (Fig. 5). Thecontact arm 41 on v`thermostatie member "40y will be against the Contact42.

the.

)Wien the car tmnperature falls below that iior which the thermostat (atthe low temperature control) is set through adjustment of contactserew'42 in stud '43 the contact ari'n 41 will inove away troni thecontact 42 against the contact 42a.' The gap between contact screws42-49l is considerably exaggerated, tor clearer illustration, in Fig. l.A circuit will now be closed through inagnet 35EL follows: battery (orother source ot supply ot electric current) 70lgwire 7l. therniostaticmember 40 4L contact 42a. stud 43%, flexible conductor 66, binding` post6521'7 wire 729. limit switch arni 697 wire 7 3a, inagnet 351. wire 74nand wire 75 to battery.

rEhe magnet 3521 will attract its armature 34, raising` valve 32a andthereby adniittingi compressed air troni pipelli through chainber 8l,pipe 28a`to the cylinder oit the valve opening'inotor J; The revolubleineinber 14 oit valve l) is inoved to lthe opening position adniittiin;`steam to radiator C. Ait the sain/estime liniitswitch M is inoved to tielett breaking the circuit between wires 72@ 7U. Airni v69 oi' the limitswitch closes a corresponding; circuit. The energiaation ot magnet 35ais momentary. As soon as valve D has been opened the liniit switchbreaks the magnet circuit so that electric current is not wasted.

lllhen the temperature ot 'the car exceeds 50" .Fahrenheit ai'in 410ithe car thermostat (l nieves Atrein contact 42'Lx against contact 42. tcircuit is closed through the inagnet 35 Ji'ollows: battery 76.. wire7l., thermostatic ineinber 40. 4l, contact 42 stud 43, lie'xibleconnect-ion 66.y binding post 65. wire 72,1iinit.

switch arm 69 (the liniit switch having;` been nuove@L Ato the lettlwhen valve D lwas open).V

circuit at 69 and close the correspoiiding` cir-Y cuit at 69a. y

.Vhen the car inet-ive (as shown in Fig. l) andthe air sig:-

' Bput under pressure com pressed air 'frein the sional line througjghpipe 50 to cylinder 49 associatedv with the thereinstatw i'nechanisni Gand piston is iiiovedl r the pressure ol" spring- 621 cansinoP theoscillating plate 44 to be inoved lo the Y fl and That is to sayn 'thecontacts 42, 42 are shifted laterally with rc-y spect to the thermostatarui 41 in a direction which will prevent the thermos* tronifunctioning` to close valve D until the car teinperatcre has reached thedesired temperature or" occupancyi 70 for example. The thermostat willnow operate as lvefore.y closing they valve'D when the arm 4l is againstj connected with its loco-l contact l2 and opening' the same when thearm brought to bear against contact 42a, hut these operations noxv taireplace at the higher temperature.v

ity it is desired to put the car under the high ten'iperature controlWhile it isstanding at a terminal, 'for example', before the locomotivehas been attached to the train, this can be accomplished by raising camlever 57 so as to shift the oscillating plate 4 4 from the lowtempera-ture con trol position to approximately the high temperaturecontrol position. The end oit the lever is made flat to bear against theflange Il@ of base plate 39. The lever vvill he held in the horizontalposition l y spring This movement otthe lever, however, does not bring,the piston 51 into contact with the outer head ofv cylinder 4t2) so thatwhen the locomotive is attached to the train and piston 5l subjected tosignal line pressure it is given a further movement so as to releaselever 57 which falls to its normal position. By this arrangement thecontrolling apparatus, after being set by handior hipjh temperaturecontrol, at a time when the apparatus normally functions to etfect theloiv temperature control, is restored to a condition making' it subjectto change of pressure in the yair signal line as soon as the locomotiveis attached to the train so that thereafter when the locomotive isdetached from the train the low temperature coimi'olL Willbeautomatically restored.

it is fully realized that the `ic principles of mv invention might beembodied in a controlling; apparatus quite diiierent in its mechanicalteatiuec 'from that shown and described herein. l. therefore, do notWish to be understood as limiting; the invention to the particularconstructions. arrangements and ydevices disclosed herein except so .taras certain ot the claims hereto appended may he by their termsspecifically so limited. This application is division of my co-pendinp;application Serial. No. ?,i62 tiled September il, 'lfll and is acontinuation in part ot my applications Serial No. 214,603 tiled January3l, 1918 and Serial No. 365.438 led March 1920 as a division ot thementioned application.

I claim: l

l. ln combination with the heatino` apparatus o" a railway car. a`controlling; mech-- ausm therefor which automatically tains the caratmosphere at a relatively lo7 temperature when the car is detachedtrous the locomotirc and its heating; system connected with anothersource o''V supply oi heating' medium and which maintains he caratmosphere at a higher temperatiu'e when the car is attached to thelocomotive.

.ln combination. -.vith the heating' apparatus of a railway caigacontrolling mechanism therefor which is made effective automatcallytomaintain the car ata determi-- nate temperature'below the normaltemperature ot occupancy when-the car is detached from the locomotive. y

3. The combination with a railway car, its heating.V apparatus and aconduit adapted to contain compressed air, ot' a controlling' mechanismtor the heating` apparatus which automaticallymaintains' the caratmosphere at a determinate temperature below the normal` temperature ofoccupancy in the absence of pressure insaid conduit.

il. The combination with a railway car, its heatingapparatusand aconduit adapted to contain compressed air, ot a controllingmechanismfor. the heating. apparatus `which automatically maintains the caratmosphere at arelatively low temperature in the absence of pressure insaid conduit, and at a higher temperature when said conduit is underpressure. y

5. The combination. with a railway car, its signalingfsystem andheating` apparatus, of. a controlling-mechanism for the heating;apparatus adapted to maintain the car a determinate temperature beloivthe normal temperature ot' occupancy Whenvthesignalingy system Y isinoperative.

6. The combination with a railway car, its signaling system and heating`apparatus, of. a controlling-mechanism for the heating); apparatusadapted. tofmaintain the car at a relatively lou:v temperature when thesignaling system is inoperative. and to maintain a 'higher temperatureinthecar when the signalinp; system is in condition-tor` operation.

7. rThev combination. With a railway car, its signal.r air.v train;pipe-and heating` apparatus, of a controlling mechanism tor theheatingapparatus adapted to maintain a determinatetemperature in the carbelow the normaltemperature of occupancy in the absence of pressurein.the air train pipe.

8. rPhe combination with a railway car, its signal air trainipipeandheatinp;` apparatus, of a4 controlling mechanism 'for the heatingapparatus adaptedr to maintain a relatively low temperature in the carin the absenceof pressure 'in the air train pipeand a higher temperaturewhen said train'pipe is undery pressure.

9. In combination With the heatingl apparatus ot a-railway car, anautomatic coutrol mechanism therefor.l adapted to maintain the caratmosphere at; determinate high or low temperatures dependent on the carhemp;` connectedv withVv or disconnected from a rl the locomotive, andmeans whereby s mechanism may be manually set tor the hi gli temperaturecontrol when, the car unattached tothe locomotive,. which moans is 'madeineffective When the car is attached to the locomotive.

l0. In combination With a railway car, a

radiatortherein, avapor. regulator, a shutoff valve interposedyinvettive@Il the vapor regu- "lator and radiator, mechanism foroperating the shut-oli' valve to selectively produce high or` lowtemperatures inthe car, which mechanism is actuated automatically `toproduce the high temperature when the car is connected with thelocomotive and the low tei'npei'ature-when the cai' 4is disconnectedtherefrom,` j i l11. In combination with a 'railway caiga conduit`thereon adapted. lto contain air under'pressure, a radiator" in thecar, a vapor regulator, a shut-oli' valve interposed beween the vaporregulator and radiator, and

mechanism for` operating theshut-'otf valve to yselectively produce highor low temperatui'esinthe carin accordance with the presence or absenceof ,pressure in said conduit.

*12. In combination with a railway car and its signal mechanism, aradiator inthe car,

a vapor regulator, ak shut-oli valve interposed between the vaporregulator and radiator, yand mechanism for-operating the shut-olil valveto selectively produce high or low temperatures in the car dependentupon whether said signalling mechanism is in condition for operation oris inoperative.

13. ln combination with a railway car, a radiator therein, a valve tocontrol circulation` ,of heating medium through the radiator,thermostatic mechanism sensitive to car atmosphere temperatures, andmeans made leffective automatically when the car is disconnected fromthe locomotive 'for causing said thermostatic mechanism tov maintain arelatively low temperature in the car, which means operatesautomatically when the vcar is connected withl thelocoiiiotive, to cause`said therniostatic mechanism to'maintain a higher temperature inthecar.' y

1.4. lntcombination with a railway car and a conduit adapted to containair under pressure, a. radiatorin the car, a valveto control thecirculation of heating medium through the radiator,` ythermostaticmechanism sensitive to car atmosphere temperatures, and means madeeffective automatically Yon disappearance of `pressurein said conduitfor causing said wthermostatic mechanism to maintain a relatively lowtemperature in the car, which means operates automatically onreappearance-of pressure in said conduit to `cause thethermostaticmechanism to maintain a higher temperature in the car.`

15. In combination, a railway car, a radiator therein, means forcontrolling the circulation ot heating medium through the radiator, anda fluid pressure actuated device which when subject to high pressuresets the i controlling means to maintain a'. high temperature inthe cai'and whichjat reduced pressure setssaid means to maintain a lowtemperature in the car.

16. lncombination, a railway car, a radiator therein, means forcontrolling the circiiilation ot' heating medium through theradiator, afluid pressure actuated device which when subject to high pressure setsthe controlling means to maintain a high temperature in the car andwhich at reduced pressure said means to maintain a low teinperatuie inthe cai', and manually operable means for setting the controlling-meansfor the high temperature control.

17. In combination, railway car, a radiator therein, means forcontrolling vthe circulation oitl heating medium through the radiatorcomprising thermostatic mechanism located in the car, a shut-off valvefor the radiator, operating means for' the valve governed by saidtliermostatic mechanism, and a fluid pressure actuated device forautomatically settingsaid controlling means toy tive power to which'isgoverned by thethermostatic device, and a Huid pressure actuated device!for automatically setting said controlling means to maintain,selectively,

either a high or low temperature inthe cai'.

19.,y In combination, a railway car, a radiator therein, means forcontrolling' the eirculation of heating medium through the iay diatorcomprising a circuit making and breaking thermostat located in the car,a

shut-off valve Yfor the radiator. motors to move the valve in oppositedirections, theapplication ot motive power to which is governed by saidthermostatic mechanism, a limit switch operated by said valve to breaktheV thermostat circuits at the end ofeacli valve t movement, and apressure` actuated selecting device to. set said controlling meansYfoi-the maintenance of either a high or low tem-v perature in the car.Y Y

20. In combination, a railway car, a radiator therein, means forcontrolling the circu-` lation of heating medium through the radiatorcomprising acircuit making and break ing thermostat located in the car,a shut-olf valve for the radiator, motors to move the valve in oppositedirections, the application.

of motivepower to which, is governed byy said theim'ostatio mechanism, alimit switch operated by said motorsto break the thermostat circuits atthe end oi each valve more` nient.` `and a selecting device whichoperates automaticallv` to4 set the controlling' means for themaintenance of either aliigli or low temperature in the cai'.

21. In combination. a railway car. a radiator therein, means forcontrolling the circulation ot heating mediiim'thi'ough the radia-`ltoi' comprising a circuit making and hieali ao ing` thermostatlocatedin the car, a shut-'oit val-ve ior the radiator, motors to movethe valve in opposite directions, the application of motive power towhich is governed by said thermostatic mechanism, a limit switchoperated bysaid motors to break the thermostat circuits at the end oteach valve move ment, a selecting device which operates automatically tolset the controlling means iter the maintenance ofeither a high or lowte perature in the car, and means whereby sai controlling means may beset, manually, to maintain the high temperature.

22. ln combination with a railway car, its

signal air train pipe and radiator, mechanism for-controllingthccirculation of heating medium through the radiator comprising theradiator valve D, motors H and J, car thermostat G, pilot valve lf andlimit switch M in circuit withvthe thermostat and magnets ot the pilotvalve, substantially as described. y l

23. .In combination with a railway car and its heating apparatuscomprising a train Ipipe kadapted lto be supplied with heating mediumfrom .the locomotive and from another source of supply when the carisdisconnectedvtrorm the locomotive, controlling` means which operatesautomatically to supvply the car with a relatively small quantity oil.heat whenthe car is disconnected' trom the locomotive and said trainpipe connected with said other source oit supply, and with a largerquantity when the car is operatively connected with the locomotiveandthe train pipe receiving heating medium Ltrom the locomotive.

24. ln combination with a railway car and its heating apparatuscomprising` atrain pipe adapted to be supplied with heating medium fromthe locomotive and 4from another source of supply when the car isdisconnected 'from the locomotive, controlling l means which operatesautomatically to sup- `motivato give the l,l

heating apparatus, and compressed air nal line, controlling` means whichoperates to automatically supply the car with a relatively small.quantity of heat when pressure is absent from the signal lineand with alarger quantity when the signal line under pressure.

26. In combination with a railway car, its heating apparatus andcompressed air signal line, controlling means which 4operates toautomatically supply the car with a relatively small quantity ot heatwhen pressure yis absent :trom the signal line, and with a larger.quantity when the signal line is under pressure, and a manually actuateddevice whereby the controlling means may be set when pressure is absent'from 'the signal line to give the larger heat supply, which device ismade ineffective when pressure re-appears in said signallline.

27. rl`he combination' with a railway car having a conduit for air underpressure and a heating system, of controlling` means for the heatingsystem which operates automatically to supply the car with a relativelysmall quantity oi heat in the absence of pressure in said air. conduitvand with a 85' larger quantity or" heat when the air conduit is underpressure.

28. The combination with a railway car having a conduit for air underpressureand a heating system,oi` controlling means for 90 the heatingsystem which operates automatically to supplyy the car with a relativelysmall quantity of heat in the absence of pressure in said air conduitand with a larger quantity or heat when the air conduit is underpressure, and means whereby, in the absence of air pressure in saidconduit, the ycontrolling means may be set to supply the car with thelarger quantity of heat, which means is made ineffective on reappearanceof air pressure in said conduit. o

lhe combination with a railway car, its signaling system andk heatingapparatus, of a controlling device which operates when 105 saidsignaling system is disabled to supply the car with a relatively smallquantity of heat and when said signaling system is in operativecondition to supplythe same with a larger quantity of heat.

30. The combination with a railway'car, its signaling system and'heatingapparatus, of. a controlling device which operates when said signalingsystem is disabled'to supply the car with a relativcly'small quantity ofheat and when said signaling system is in operative condition to supplythe same with a larger quantity ot heat, and means forsetting saidcontrolling device to effect .the larger supply of heat when thesignaling 120 system is disabled, which means is made ineiiective whensaid signaling system is put .into operative condition.

tion when the ear is disconnected from the locomotive.

32. In combination with a railway car, a signaling?r `system therefor, aheating system adapted for controlto produce either high orflowtemperature in the car, and regulating means whereby the hightemperature operation takes place automatically when the signalingsystem is in operative condition and the low temperature operation whenthe signaling system is inoperative.

, 33. In i Combination with a railway ear provided with a conduitadapted to loe supplied with air under pressure, a' heating systemadapted `for control to produce either i high or low temperature vin theoar, and a regulating device actuated in accordance with the presence orabsence of pressure in the air conduit for determining` whether the highor low temperature operation takes place. l

WILLIAM L. BLISS.

